Engine having migrating combustion chamber

ABSTRACT

An internal combustion engine having no connecting rod and comprising a stationary power block housing, a combustion chamber member, a working piston, and a crankshaft is disclosed wherein the reciprocating combustion chamber member contains two combustion chambers separated by a slidable double acting working piston. The working piston is connected through a rotatable bearing to a crankshaft crank pin which guides the working piston and each point on it through a circular motion relative to the power block housing. Two additional variable volume chambers are formed outside the combustion chamber member and between that member and the power block housing which allow for unique gas transferring which increases engine performance while diminishing the exhaust gas pollutants. Novel porting arrangements between the combustion chambers and the variable volume chambers are also disclosed.

United States Patent Frederick L. Erickson 2610 Baswortll Drive, Fort Wayne, Ind. [21 Appl. No. 42,074

[22] Filed June 1, 1970 [45] Patented Dec. 28, 1971 [72] Inventor [54] ENGINE HAVING MIGRATING COMBUSTION Primary Examiner-Wendell E. Burns AtmrneyJeffers and Rickert ABSTRACT: An internal combustion engine having no con necting rod and comprising a stationary power block housing, a combustion chamber member, a working piston, and a crankshaft is disclosed wherein the reciprocating combustion chamber member contains two combustion chambers separated by a slidable double acting working piston. The working piston is connected through a rotatable bearing to a crankshaft crank pin which guides the working piston and each point on it through a circular motion relative to the power block housing. Two additional variable volume chambers are formed outside the combustion chamber member and between that member and the power block housing which allow for unique gas transferring which increases engine performance while diminishing the exhaust gas pollutants. Novel porting arrangements between the combustion chambers and the variable volume chambers are also disclosed.

PATENTED M62819?! SHEET 1 UF 5 'l. lln II I Hi Hie. ii I w u- "1, [Him L HM FREDERICK L. ERICKSON I ATTORNEYS 'PATENTED UEC28I97I SHEET 2 [IF 5 INVENTOR FREDERICK 1.. ERICKSON BY 4/ W ATTORNEYS PATENTEU UEB28 rsn SHEET 3 [IF 5 I l IIIIII INVENTOR FREDERICK L. ERICKSON BY M W ATTORNEYS PATENTED UEB28 I97! SHEET [1F 5 INVENTOR FREDERICK L. ERICKSON ATTORN EYS PATENTEUDEEZBISTI 316130.178

SHEET 5 OF 5 INVENTOR FREDERICK L. ERICKSON A TORNEYS ENGINE HAVING MIGRATING COMBUSTION CHAMBER BACKGROUND OF THE INVENTION The present invention relates to internal combustion engines and more specifically to an internal combustion engine having a migrating combustion chamber. The present invention further utilizes two additional variable volume chambers as an aid in the basic engine functioning. The common prior art internal combustion engines are of three types, namely the standard two stroke cycles engine, four stroke cycle engines as are found in most automobiles and trochoidal construction engines. Of these, only the last could be said anything approachin g a migrating combustion chamber.

The 2 stroke cycle engine has been perfected to a relatively high degree, its major features being low cost of manufacture compared to a four stroke cycle engine and a high power to weight ratio. The major disadvantages of the two-stroke cycle engine are that it is not economical to operate, and that it contributes substantial quantities of incompletely burned fuel to an already polluted atmosphere. The fuel economy on such a two stroke cycle engine is less than that for a four-stroke cycle engine due in part to the poor scavenging of the combustion products from the cylinder leaving a substantial portion of partially burned fuel to mix with the incoming fuel air mixture. Another cause of uneconomical operation of a two-stroke cycle engine is that a part of the fuel air mixture is ejected out through the exhaust port before this port closes to compress the cylinder content. This is caused by the exhaust port opening before the fuel air mixture bypass opens and the exhaust port closing after the fuel air mixture bypass port closes. The design of such two stroke cycle engines including the selection of port timing, port size, port location, scavenging route and relative size of the crankcase volume is a trade off between better economy where power to weight ratio is reduced and high power to weight ratio where economy is reduced. This low economy operation is the reason for limiting the use of two-stroke cycle engines to relatively small size applications where economy is not an important factor. The second disadvantage for two-stroke cycle engines is that the unburned fuel air mixture, hydrocarbons and carbon monoxide contributes substantially to air pollution and this second disadvantage is caused by the same basic factors which lead to low economy of operation for such engines.

The standard four-stroke cycle engine which is the most popular type in use today exhibits good fuel economy, reasonably long life in most applications, and is reliable in its operation. The engine does, however, have numerous disadvantages including complexity, uneven wear in the cylinders and the ever present air pollution problems. The air pollution problem has become so serious that the United States Government has found it necessary to set minimum acceptable levels for pollutants in the output of internal combustion engines. The three major air pollutants present in such exhaust gases are hydrocarbons, carbon monoxide caused by incomplete combustion, and oxides of nitrogen resulting from a combination of oxygen and nitrogen during the combustion process. Longevity of standard engines of either the twoor four-stroke cycle type is limited by the wear between the piston and the cylinder wall. In the general situation this wear is uneven because the forces exerted on the pistons are transmitted solely by a connecting rod and this causes uneven wear of both the piston and the cylinder wall. Stated in another way, the combustion forces applied to the piston are constrained by the connecting rod at various angles to the straightline motion of the piston giving high alternating side forces between the piston and cylinder wall. Such uneven combustion force load ing of the piston causes side load which tend to cancel part of the inertial force associated with the piston at one point but adds significantly to these forces at another point. A connecting rod not only contributes the necessary weight, complexity and lubrication problems to an engine but results also in an unbalanced running situation contributing substantially to engine vibration. Thus, many cylinder stages are necessary to achieve smooth power flow and mechanism balance not only because of the connecting rod unbalance but due also to the fact that only one power stroke is available for each piston for every two revolutions of that pistons crankshaft.

The trochoidal-type of engine is the third most popular of internal combustion engine in present day use. It possesses a higher power to weight ratio than connecting rod-type engines, is simple in construction and appears to adapt itself to low-cost mass production. The engine in its present form, however, has the ever present air pollution problem. The chamber and rotor seals are subject to higher leakage rates due to the continually changing angle of attack between the rotor and the rotor housing. These higher leakage rates can add to the exhaust emission problems.

The engine of the present invention features a reciprocating combustion chamber in combination with a working piston which describes a circular motion. This motion allows combustion forces acting on the working piston to always be along a centerline with the working piston and crank pin connection. Thus, the side forces exerted on the combustion chamber walls by the working piston due to the forces of combustion are zero and unlike the connecting rod-type engine this feature results in no frictional forces and thus no wear due to the combustion forces. This appreciably reduces the wear in the engine and allows high speed high torque outputs for periods of time with less wearing of the engine parts.

Accordingly, it is one object of the present invention to provide an engine having longer service life than was heretofore possible.

Two basic engine versions are presented as embodiments of the present invention. The two-stroke cycle version obtains better scavenging of exhaust gases thus resulting in less contamination of the next fuel air mixture and a higher intensity of combustion. A delayed injection into the combustion chamber allows less fuel air mixture to escape through the exhaust port before it closes. The four-stroke cycle engine features superior economy by utilizing the unique engine mechanism so as to continue burning the exhaust gases in a secondary chamber. This continuing combustion force is transmitted to the crankshaft to increase the power output of the engine. This after burner" effect in the four-stroke cycle version also substantially diminishes atmospheric pollution.

Accordingly, it is a still further object of the present invention to provide an engine having a reduced air pollution effect.

The present invention resides basically in an internal combustion engine having migratory combustion chambers comprising: a power block housing, a combustion chamber member, a working piston and a crankshaft. The working piston is adapted to reciprocate along a first axis relative to the combustion chamber member thus forming two combustion chambers with the working piston separating them. The combustion chamber member in turn is constrained to reciprocate along a second axis relative to the power block housing which axis is perpendicular to the axis of the working piston, thus creating a pair of complementary combustion chambers which migrate in a direction perpendicular to the direction of their compression. The motion of the working piston and every point on it is circular due to the direct rotatable connection between the crankshaft and the working piston. The engine motion creates two additional variable volume chambers as defined by the power block housing and the combustion chamber member which are out of phase from the combustionchambers. These additional chambers assist the combustion chambers in one or more primary functions such as intake charging, compression, power and exhaust depending on the specific engine version being used thus resulting in an improved power to weight ratio.

Accordingly, it is yet another object of the present invention to provide an internal combustion engine having an improved power to fuel consumption ratio.

Still another object of the present invention is to provide an engine having no connection rod and thus a substantial reduction in vibration.

Another object of the present invention is to materially reduce exhaust pollutants emanating from an internal combustion engine.

These and other objects and advantages of the present invention will be more clearly understood from a perusal of the following detailed description read in conjunction with the accompanying drawings in which:

BRIEF DESCRIPTION OF THE DRAWING FIG. 1 is a partial section view with the side plates exploded away from the main power block and mechanism of this invention;

FIG. 2a through 2d shows a diagrammatic sequential operation of a.two stroke cycle engine version of the basic engine mechanism;

FIG. 3 is a graph of engine functions illustrated in FIG. 2a through 2d for 360 of rotation;

FIG. 4 shows a refinement of the 2 stroke cycle version of FIGS. 1 and 2 which provides separate scavenging and charging chambers;

FIG. 5 shows a sectioned view of FIG. 4 along line AA:

FIG. 6 is a graph of engine functions illustrated in FIGS. 4 and 5 for 360 of rotation;

FIG. 7 shows an exploded view of the refined engine as illustrated in FIGS. 4 and 5;

FIGS. 8a through 8d shows a diagrammatic sequential operation of a 4 stroke cycle version of the basic engine mechanism;

FIG. 9 is a graph of engine functions illustrated in FIGS. 8a through 8d for 720 or two rotations;

FIG. 10 is a second version ofa four-stroke cycle engine;

FIG. 11 is a third version of a four-stroke cycle engine;

FIG. 12 is an exploded view of the basic engine mechanism using a round working piston.

DESCRIPTION OF THE PREFERRED EMBODIMENTS The present invention may consist of one or more stages, each stage of which contains all elements necessary for its self sustained operation. Each engine stage mechanism consists of a modified version of the basic crank, slider and yoke mechanism; these parts are referred to herein respectively as the crankshaft, working piston and combustion chamber member. These parts are configured and constructed such that the working piston acts as the primary power piston for the crankshaft and is connected through a rotary bearing to the crankshaft. The working piston is itself driven directly by the alternating combustion forces applied to opposite faces of the said working piston from two combustion chambers located on opposite sides of the working piston. The two primary combustion chambers are located totally inside the combustion chamber member and bounded by the heads on opposite ends, the two side plates and separated by the working piston. The working piston is driven back and forth between the combustion chambers as the working piston continues in a circular path with the crankshaft. The perpendicular latitude of movement of the working piston with respect to the line of travel between the combustion chambers is provided by the combustion chamber member as it slides back and forth in harmonic-reciprocating motion inside the power block. Thus the actual motion of the working piston is circular and it describes the same motion relative to the combustion chamber member as the combustion chamber member describes relative to the power block housing.

The said described engine also contains as an integral part of its operating mechanism two variable volume chambers. These chambers constitute a feature not found on conventional engines and contribute much toward the major advantages of the herein described engine versions over the conventional engine. These chambers are located exterior to the combustion chamber member and are not to be confused with the two combustion chambers located inside the combustion chamber member. The two chambers described herein are located on opposite sides of the combustion chamber member inside the power block frame.

With the utilization of these variable volume chambers, the engine mechanism features are described that make it operable as either a two-stroke cycle or a four-stroke cycle version of the herein described basic engine mechanism. The engine versions utilize the described engine mechanism and external variable volume chambers with no additional hardware required with the exception of valves and a valve drive mechanism for the four stroke cycle version.

All described engine versions use the working piston as the primary compression and power member. They also use the crankshaft, connected directly to the working piston, to drive or power an external load. A two-stroke cycle version provides fuel air charging of the combustion chamber by means of gas conducting ports opening at time intervals between the variable volume chamber and the combustion chamber. Thus the two-stroke engine draws in fresh air and fuel and pumps it into the primary combustion chamber by means of the before described variable volume chamber.

This variable volume chamber external to the combustion chamber member is referred to as the fuel air pumping chamber for the two-stroke cycle version. The mechanism parts and side plates contain the porting necessary for the twostroke mode of operation. This porting is made possible by the reciprocating motion of the combustion chamber member and the circular motion of the working piston relative to the side plates of the engine. The two-stroke cycle engine version actually contains two power strokes per revolution per cycle per stage.

The four-stroke cycle version of this engine mechanism contains all elements of the basic mechanism and utilizes the variable volume chamber as a secondary combustion chamber to more efficiently burn the exhaust gases and provide additional power to turn the crankshaft while continuing to burn these gases. The variable volume chamber here described is referred to as the secondary combustion chamber for the fourstroke cycle version of this engine mechanism. The four stroke cycle version of this engine actually produces two power strokes per 2 revolutions per cycle per stage.

Turning now to FIG. I, the power block is denoted by numeral 10. Inside the power block is a reciprocating combustion chamber member 11. Driving the combustion chamber member through its up and down motion is a working piston 12 which reciprocates inside and relative to the combustion chamber member II. The actual motion of the working piston 12 is circular and is itself guided through its circular path by the crankshaft 13. The combustion chamber member 11 reciprocates in simple harmonic motion.

Other parts illustrated by FIG. 1 are two side plates 15 and 18 used for porting functions, two side plates 16 and 19 used for strength and cooling purposes, a counter weight 14 used to counter balance an engine stage as shown, a crankshaft bearing block assembly 17, and two spark plugs 20 and 2].

All open spaces such as chambers, ports and holes are denoted with an underline in the drawings. The left combustion chamber is 23, the right combustion chamber is 22, the top chamber and bottom chambers are 24 and 2S respectively.

The intent of FIG. 1 is to illustrate the basic working engine mechanism and to show that the primary combustion chambers are located inside the reciprocating combustion chamber member. The combustion process is initiated by the spark plugs on each side where in the compressed fuel air mixture reaches the spark plugs through slots 22A and 228 in the ends of the combustion chamber member.

The purpose of this invention is to provide a process of generating the combustion forces inside the combustion chamber member of this type mechanism to drive a working piston in a circular motion to power the crankshaft and external load. An important feature of this unique method of operation is that during the power stroke the working piston and its power impulse is always aligned straight and on a centerline with the crankshaft crank pin. Unlike the conventional connecting rod engine this feature allows zero friction forces between the working piston and the sides of the combustion chamber member due to the combustion process. A further intent of this invention is to utilize the advantages and features of the external top and bottom chambers number 24 and 25 to play an important part in the functioning of several engine versions of this engine mechanism with its operation principle.

The first engine version is pictorially described in FIG. 2A through 2D with a 360 operation graph shown in FIG. 3. This version functions as a two-stroke cycle engine and utilizes the top and bottom chambers 24 and 25 as fuel air mixture pumps. For the purpose of describing this engine version these chambers are referred to as pumping, compressing or charging chambers. FIGS. 2A through 2D show a diagrammatic sequential operation of the said two-stroke engine. The sequence shows, by means of four pictures 360 of rotation of the crankshaft. The direction of rotation is counterclockwise showing four sequenced 90 positions starting with A and proceeding through 8, C, and D and back to A again. The left combustion chamber 23 and the top charging chamber 24 work together to supply one half of the power from this said power stage. The right combustion chamber 22 and the bottom pumping chamber 25 work together to supply the other one half of the total power available from this engine stage. The working piston 12 drives the combustion chamber member 11 up and down in a reciprocating action. The up and down movement of the combustion chamber member 11 into chambers 24 and 25 forms the two fuel air charging chambers used to charge the combustion chambers 23 and 22 respec tively.

A full operational sequence of the engine is now described for the left combustion chamber 23 and its associated charging chamber 24 and certain described ports that function only with the left combustion chamber. The right combustion chamber 22 and its associated charging chamber 25 and ports function exactly the same as the said left combustion chamber 23 however the drawings describe an alternate method of filling the charging chamber with a fuel air mixture, referring to the lower charging chamber 25. This is described later and should not confuse the description of the first described method referring only to charging chamber 24 and combustion chamber 23. The right and left combustion chamber operational sequence is 180 out of phase.

The ports associated with the left combustion chamber 23 are ports 27, 28, 29 and 30. Port 30 is connected directly to a conventional carburetor. The fuel air mixture is directed through port 30 from the carburetor to the charging chamber 24. Port No. 27 is a bypass port through the combustion chamber member that allowsthe charging chamber to pump the fuel air mixture from the charging chamber into the combustion chamber. Port No. 28 is an additional bypass port used to pump the fuel air mixture from the charging chamber into the combustion chamber. This port No. 28 is a side port located on one or both side plates No. and 18 and is used in conjunction with port No. 27 to allow additional charging of the combustion chamber after the exhaust port 29 and bypass port 27 have closed. This feature insures good charging action and high volumetric efficiency not possible with the standard two-stroke cycle engine. An exhaust port No. 29 allows the products of combustion to exhaust from the engine as the working piston uncovers the port. The location and shape of the exhaust port 29 is such that after it closes, the bypass port 28 is still charging the combustion chamber. The combination of the unique circular motion of the working piston and the reciprocating motion of the combustion chamber member allows optimum timing between the said ports and contributes much toward the improved performance of this engine in better scavenging of the exhaust gases and better fuel air charging of the combustion chamber.

A description of the sequential operation of this engine starts with the charging chamber 24 in FIG. 2D being closed or at a minimum volume with the combustion chamber member shown at its highest vertical travel. In FIG. 2A the charging chamber 24 will draw in a fresh fuel air mixture by its downward travel creating a partial vacuum and the uncovering of port 30 near the end of its absolute lowest vertical travel shown in FIG. 2B. The fuel air mixture enters the charging chamber in FIG. 28 from the carburetor to equalize the pressure inside this chamber with the atmospheric pressure on the outside. With the charging chamber full of the fuel air mixture, the combustion chamber member 1] begins an upward vertical travel where in FIG. 2C it has pumped one half of the fuel air charge into the combustion chamber through port 27 and then port 28. By the time the combustion chamber member 11 has reached its highest vertical position shown in FIG. 2D the rest of the fuel air mixture has been pumped into the combustion chamber 23 from charging chamber 24. At this point shown in FIG. 2D the working piston has traveled one half way through its compression stroke as it rotates around on the top side of its travel. The large charging chamber 24 assures a full positive pressure charge to the combustion chambers to effectively increase the volumetric efficiency. FIG. 2A shows the working piston at its furthest left hand circular travel with the combustion chamber member.

shown at its center travel position. In FIG. 2A the fuel air mixture has been ignited by the spark plug 20 and FIG. 2B the working piston is shown at its lowest circular position one half way through its power stroke. The working piston and its power impulse is always aligned straight and on a centerline with the crankshaft crank pin. FIG. 2C shows the working piston at its furthest right-hand circular position immediately after expelling the exhaust gases through port No. 29 and receiving another fresh fuel mixture charge through ports 27 and 28. This completes one operational cycle ofthis engine.

The exhaust port 29 opens slightly before the bypass ports are uncovered. This is a normal sequence for a two-stroke engine, however, as can be seen from the shape of the combustion chamber with its large bore to stroke ratio, it will possess exceptionally good scavenging of the exhaust gases. The charging chamber, it will also be noted, is lagging the working piston in the combustion chamber by This further aids in the ability of the charging chamber to increase the volumetric efficiency of the combustion chamber by continuing to pump the fuel air mixture into the combustion chamber after the working piston has started its compression stroke. Compression scaling is required as an integral part of this engine but is not described as this is capable of considerable variation and does not form a part of this invention.

Referring again to this two stroke cycle engine of FIG. 2A through 2D. An alternate method of filling the charging chamber with a fuel air mixture is by routing the mixture from the carburetor directly into the hollow portion 12A of the working piston. The fuel air mixture is then transferred from the inside of the working piston into the charging chamber by way of sliding valve ports. These ports are located in the working piston and combustion chamber member in a location relative to each other so that as the working piston slides back and forth along the combustion chamber member wall the ports communicate as the charging chamber is increasing its volume and discontinue communication as the charging chamber is decreasing its volume. The fuel air mixture can then be pumped into the combustion chamber as previously described. The major advantage of this method of porting the fuel air mixture into the engine is to allow a longer breather time to effectively improve the volumetric efficiency of the charging chamber. The routing of the fuel air mixture from the carburetor into the working piston can be accomplished by ducting it through the center of the crankshaft or directly through the center portion of the side plates.

The pictorial illustration of the slide valve ports is shown in the operation of the charging chamber 25 of FIG. 2A through 2D. Not to be confused with the before described operation of the companion charging chamber 24 with inlet port 30, charg ing chamber 25 with slide valve porting 30A and 30B is now described.

In FIG. 2A the charging chamber 25 is charging combustion chamber 22 with a fresh fuel air mixture. Ports 30A and 30B are not communicating. FIG. 2B shows charging chamber 25 after it has expelled all of its fuel air mixture and is beginning to reverse direction with ports 30A and 30B starting to communicate.

In FIG. 2C the ports 30A and 30B are in full communication with charging chamber 25 one half way through its intake stroke.

FIG. 2D shows charging chamber 25 has completed its intake of fuel air mixture from a carburetor through the working piston and ports 30A and 308.

FIG. 3 describes a graph of engine functions for FIG. 2A through 2D. The graph is self explanatory and illustrates the basic function sequence for 360 of rotation. The leading edge of the graph at corresponds to top dead center or the furthest left hand circular position of the working piston 12 of FIG. 2A. The graph function nomenclature code is: E stands for power stroke, G for exhaust function, C for compression stroke, A for intake function through port 30 and l and J for charge functions through bypass ports 27 and 28 respectively.

It is also the intent of this invention to describe a second version of the two-stroke cycle engine pictured in FIGS. 4 and 5.

This version relates to a change only in the method of fuel and air handling by the charging chamber. The intent of this version of the two-stroke engine is to accomplish all scavenging of the exhaust gases with pure air with no fuel vapor mixed in, and to inject a high concentration of fuel to air ratio mixture into the combustion chamber at or after the end of the exhaust port closing. The obvious advantage of this two fold feature is to obtain superior and independent scavenging of the exhaust gases with pure air with no fuel loss through the exhaust port, combined with a slight super charging effect provided by the injection of the highly concentrated fuel air mixture. The method of accomplishing this feature is by physically separating these two independent functions. Referring to FIG. 4 and a separation plate 33 is mounted to the combustion chamber member and travels in an up and down motion with this member forming a seal between the charging chamber 24 and charging chamber 24A. This plate 33 slides up and down and also forms a seal in the vertical groove 32 to effect pressure separation between the two charging chambers.

As can be seen from FIG. 4 and FIG. 5 sectional side view, the charging chamber 24 on the right side of the separation plate 33 functions exactly like the charging chamber described in FIG. 2 and FIG. 3, however pure filtered air passes through port 30 instead of the fuel air mixture as described before. From the charging chamber 24 the air is pumped into the combustion chamber through the bypass port 27. Part 36 is an air filter and air control valve instead of a carburetor. The other charging chamber 24A is located to the left of the separation plate and is pressure sealed from chamber 24. Charging chamber 24A acts independent of charging chamber 24 and receives a highly concentrated mixture of fuel to air mixture through port 31 from carburetor 35. Both charging chambers 24 and 24A receive their respective charges when the combustion chamber member is traveling through its lowest vertical position. At this point port 30 is uncovered by the combustion chamber member falling below it and port 31 is uncovered when the separation plate 33 falls under said port 31. The chambers are charged by atmospheric pressure pumping in the separate charges into the partial vacuum of the two chambers 24 and 24A. Charging chamber 24 pumps the pure air into the combustion chamber through port 27 immediately after the exhaust gases expel through port 29. This large volume of pure air scavenges the combustion chamber of exhaust gases. At a point when the exhaust port closes, the combustion chamber member rises above and uncovers the bypass port 28 allowing the highly concentrated ratio of fuel to air mixture to be pumped into the combustion chamber through port 28 from charging chamber 24A as its upward motion forces the mixture out. The charging chamber 24A pumps the fuel air mixture at a high pressure into the combustion chamber. This feature effectively super charges the combustion chamber to approximately one-half atmosphere higher than normally possible without this feature. All of the features described herein for the left combustion chamber 23 with its associated described ports also applies to the right combustion chamber 22 and associated ports.

The charging sequence of this two-cycle engine version FIG. 4 and FIG. 5 is shown on the engine function graph of FIG. 6. The power, exhaust, compression and intake functions are the same as FIG. 3 graph, however, the exhaust and compression time sequence is shown relative to the charging functions to illustrate the pronounced over lap of the fuel air charge function into the compression stroke to aid in partial supercharging. The function nomenclature for FIG. 6 graph is exhaust G, compression C and air charging and fuel air charging are I and .1 respectively.

FIG. 7 shows a pictorial exposed view of a basic single engine stage of a two stroke engine with the charging chamber separator plate attached to the combustion chamber member. This exploded view illustrates in separate detail the combustion chamber member 11, working piston 12, power block I0, crankshaft l3 and front plate bearing assembly 15, I6 and 17. Water cooling porting 63 is shown in the power block.

An operational description of the four-stroke cycle version of the previously described engine mechanism is shown in FIGS. 8A through 8D. The four-stroke engine described here possesses the same unique engine mechanism as previously described and retains all advantages of this mechanism as described. Relating back to the original description all primary combustion processes occur inside the combustion chamber member of the engine mechanism as described in FIG. 1 and also as further described in FIGS. 2, 3, 4, 5 and 6 of the two-stroke cycle version. The four-stroke cycle version retains this method of primary combustion inside the combustion chamber member that acts directly on the working piston to turn the crankshaft, however, the power strokes occur once in 2 revolutions of the crankshaft instead of once per single revolution as occurs in the two-stroke engine version.

Further as described in the basic operational engine mechanism of FIG. I, two additional variable volume chambers 24 and 25 that form an integral part of the mechanism are available to improve or enhance the operation of any version of this engine mechanism. For example, in the two-stroke cycle version these chambers 24 and 25 are used to charge the combustion chamber with a fuel air mixture more effectively than is possible with the standard two-stroke engine.

A primary feature of this engine is that it can achieve better burning of exhaust pollutants. The exhaust gases originating from the primary combustion chamber are routed into the variable volume chambers 24 and 25 and mixed with fresh compressed air mixture to achieve a second stage reburn of the unburned gas mixture. This feature is possible with no additional parts required other than the valve train mechanism to operate the primary combustion chambers necessary for a four-stroke mode of operation. Additional features of this engine operating as herein described are: the reburning of the primary exhaust gases in the secondary combustion chamber will continue to drive the crankshaft to improve power output and economy. Also with proper porting and connection to the opposite combustion chamber, a super charging effect is available for the said combustion chamber. Therefore in brief, an engine of this design configuration will be capable of high power to weight ratio, superior fuel economy, and cleaner exhaust gases.

This engine as will be described, is simple in mechanical configuration but somewhat more complex in the operation sequence than the two-stroke engine for the following reasons:

I. Each variable volume chamber serves and functions with both of the adjoining combustion chambers.

2. When viewing counterclockwise rotation of the engine, each variable volume chamber will,

A. Receive primary exhaust gases from the CW. combustion chamber to further burn these gases.

B. Receive fuel air mixture from the CW. combustion chamber.

C. Expel secondary exhaust gases into the C.C.W. combustion chamber for final exhaust gas expelling.

D. Expel fuel air mixture into the C. C. W. combustion chamber for super charging effect.

3. Utilizing this method of operation two basic engine stages are required with both cranks connected in phase, and proper interconnection of stages is accomplished.

As shown in FIG. 8A each of the combustion chambers 23 and 22 contains inlet and exhaust valves which are necessary to its four stroke mode of operation. The inlet valves are 43 and 46; these valves open and close port 42 and 45. The fuel air mixture is supplied through pipe 44 and 47. The inlet valve as shown is a standard poppet valve, however, the exhaust valve can be a rotary valve due to the sealing action of the combustion chamber member as it slides past and covers the exhaust valve port to cancel the high combustion forces during the power stroke. The rotary exhaust valves are 48 and 50 and the exhaust pipes are 49 and SI.

Referring to FIG. 8A through 8D the sequence of operation for this engine begins at a point one half way through the power stroke of the working piston I2 and combustion chamber 23. The working piston uncovers a port 37 that communicates with chamber 25. The chamber at this same point of time has compressed a very lean mixture of fuel and air. The exhaust gases with the unburned hydrocarbons and carbon monoxide are expelled from the combustion chamber 23 into the compressed air of chamber 25 through port 37. Further burning of the exhaust gas pollutants continues as the second combustion and expansion process takes place in chamber 25 between the hot oxygen poor exhaust gases and the fresh compressed air mixture.

Referring to FIG. 8B the secondary combustion process continues in chamber 25 adding additional power to turn the crankshaft. The combustion chamber 23 at the same time is starting to expel the exhaust gases through the exhaust valve 48. Combustion chamber 22 is beginning a power stroke at this time.

In FIG. 8C combustion chamber 23 is one half way through its exhaust stroke; chamber 25 is expelling the secondary exhaust products out of a one way port valve 39 thus reducing the pressure inside this chamber to atmospheric. Chamber 22 is shown half way through its power stroke at which time it is beginning to expel its exhaust gases into the top chamber 24 (its companion rebum chamber).

Referring now to FIG. 80 the combustion chamber 23 is ending the exhaust stroke with the exhaust rotor valve now closed. The chamber 25 is compressing the residual exhaust gases and the combustion chamber 22 is at the end of its power stroke with its exhaust valve just opening.

Refer now to FIG. 8A for the start of the last 180 degrees of the four stroke cycle sequence. Combustion chamber 23 is shown half way through its intake stroke and is drawing in fuel air mixture through intake port 42. Chamber 25 has expelled its residual exhaust gases through bypass port 38 into combustion chamber 22. The combustion chamber 22 is half way through its exhaust stroke exhausting the gases through valve 50. In FIG. 8B combustion chamber 23 has completed its intake stroke with intake port 42 closing. Chamber 25 has received a half charge of fuel air mixture from combustion chamber 23 through the bypass port 37 as it closes. Combustion chamber 22 is completing its exhaust stroke having expelled the exhaust gases from chamber 22 and 25 through exhaust valve 50.

Referring to FIG. 8C combustion chamber 23 is compressing a fuel air mixture, while chamber 25 has completed the final one half of its intake stroke with the admission of pure air from a one way air valve located in port 39. With chamber 25 intake stroke completed at this point, it contains a lean mixture consisting of one half charge of normal fuel air mixture from combustion chamber 23 mixed with one half charge of pure air from port 39. Combustion chamber 22 has completed one half of its intake stroke at this point. In FIG. 8D, combustion chamber 23 is beginning its power stroke, chamber 25 is one half way through a compression stroke of the lean fuel air mixture and combustion chamber 22 has just ended its intake stroke. Referring back to FIG. 8A with combustion chamber 23 expelling its exhaust gases into chamber 25 for reburning, it can be seen that the four-stroke cycle (Zrevolutions) is complete for this engine version.

The operational sequence graph of the four stroke engine described in FIGS. 8A through 8D is shown in FIG. 9. This graph illustrates 2 revolutions of the crankshaft starting with FIG. 8D and continuing for 720 degrees. The graph illustrates how a typical variable volume chamber such as 25 serves two adjacent combustion chambers 23 and 22. The chamber numbers are listed on the left side with combustion chamber 23 function sequence on top, combustion chamber 22 function sequence on the bottom, and the variable volume chamber 25 function sequence on the bottom and the variable volume chamber 25 function sequence in the middle. The two ports 37 and 38 dotted lines show the communication points between the variable volume chamber and two combustion chambers it serves. The letter nomenclature for this graph is: Power E, Exhaust G, Intake A and Compression C.

The variable volume chambers 24 and 25 can be used in other ways to supply fresh air in either compressed or low pressure supply form to aid in reburning or continuing to burn the primary exhaust gases in a four stroke cycle version of the engine mechanism.

One method shown in FIG. 10 illustrates the variable volume chamber 24 pumping fresh air into the combustion chamber 23 while the combustion chamber is exhausting the primary exhaust gases out through the exhaust valve 48. The fresh air being pumped into the combustion chamber through port 28 will continue the exhaust gas burn to aid in cleaner exhaust omissions from the engine. The alternate strokes of the variable volume chamber 24 will help charge the combustion chamber on the compression stroke with fresh air. This function is similar to the fuel air mixture charging of the before described two stroke cycle engine.

Another method shown in FIG. ll illustrates the variable volume chamber 24 functioning like an air pump where fresh air is drawn in through a one way valve 60 and discharged through a reversed one way valve 61. The air is transferred by pipe 62 to an appropriate external mixing chamber where it is mixed with and completes the burning of the primary exhaust gases extracted from pipe 49. This version requires additional power to operate the internal air pump which would tend to reduce the overall efficiency of the engine in order to obtain pollution free exhaust gases.

FIG. 12 illustrates a round working piston version of the basic engine mechanism. The combustion forces occur inside the combustion chamber member 11 against the working piston 12 to drive the crankshaft 13.

Modification and variation of porting and relative sizes of parts such as height, length and shape of the basic engine mechanism can be made without departing from the basic spirit and concept of this invention and accordingly the scope of the present invention is measured only by that of the appended claims.

Iclaim:

1. An internal combustion engine having migratory combustion chambers comprising;

a stationary power block housing, a combustion chamber member, a working piston, and a crankshaft;

said working piston adapted to reciprocate inside and along a first axis relative to said combustion chamber member whereby two combustion chambers are formed with the working piston separating them;

said combustion chamber member adapted to reciprocate inside and relative to said power block housing along a second axis substantially perpendicular to said first axis; bearing means rotatably joining said crankshaft and said working piston whereby said working piston is guided through a circular motion by the crankshaft; and

whereby said combustion chambers simultaneously change volume and position.

2. The engine of claim 1 further comprising counterbalanc ing means fixedly connected to said crankshaft and adapted to substantially neutralize any unbalanced condition caused by any of said working piston, said combustion chamber member and said crankshaft.

3. The engine of claim 1 wherein a portion of said combustion chamber member is in constant sliding contact with a portion of said power block housing, and said working piston is in constant sliding contact with a portion of said combustion chamber member further comprising;

a plurality of gas conducting ports in said power block housing, said working piston and combustion chamber member functioning as a slide valve to open and close said gas conducting ports.

4. The engine of claim 3 wherein said portions which are in constant sliding contact are all plane surfaces.

5. The engine of claim 1 wherein a pair of variable volume chambers are formed between the power block housing and the combustion chamber member, said combustion chamber member separating said variable volume chambers and changing the volume in each said variable volume chamber alternately during its sliding motion relative to said power block housing.

6. The engine of claim 3 wherein a pair of variable volume chambers are formed between the power block housing and the combustion chamber member, said combustion chamber member separating said variable volume chambers and compressing each said chamber alternately during its sliding motion relative to said power block housing; and V wherein one of said gas conducting ports allows communication between each combustion chamber and an adjacent variable volume chamber in a direction opposite to the direction of rotation of said crankshaft.

7. The engine of claim 3 wherein a pair of variable volume chambers are formed between the power block housing and the combustion chamber member, said combustion chamber member separating said variable volume chambers and compressing each said chamber alternately during its sliding motion relative to said power block housing; and

wherein each variable volume chamber fills with a fuel air mixture while increasing in volume and expels that fuel air mixture into a combustion chamber while decreasing in volume.

8. The engine of claim 6 further comprising:

means for providing a fuel air mixture;

means for conveying said fuel air mixture to a location interior said working piston;

slide valve means between said interior location and each of said variable volume chambers and operative alternately to supply said fuel air mixture to one of said variable volume chambers;

said gas conducting ports operative subsequently to allow the fuel air mixture to flow from said variable volume chamber into the corresponding combustion chamber.

9. The engine of claim 3 wherein a pair of variable volume chambers are formed between the power block housing and the combustion chamber member, said combustion chamber member separating -said variable volume chambers and compressing each said chamber alternately during its sliding motion relative to said power block housing, further comprising at least one separation member attached to said combustion chamber member and functioning to divide at least one variable volume chamber into two variable volume subchambers, each of said variable volume subchambers changing volume during the reciprocatory motion of the combustion chamber member.

10. The engine of claim 3 wherein a pair of variable volume chambers are formed between the power block housing and the combustion chamber member, said combustion chamber member separating said variable volume chambers and changing the volume in each said variable volume chamber alternately during its sliding motion relative to said power block housing; and

wherein each variable volume chamber communicates with two adjacent combustion chambers by said gas conducting ports.

11. The engine of claim 3 wherein a pair of variable volume chambers are formed between the power block housing and the combustion chamber member, said combustion chamber member separating said variable volume chambers and compressing each said chamber alternately during its sliding motion relative to said power block housing; and wherein each variable volume chamber fills with an air mixture while increasing in volume and expels the air mixture into a combustion chamber while decreasing in volume, one of said gas conducting ports allowing communication between each combustion chamber and an adjacent variable volume chamber in a direction opposite to the direction of rotation of said crankshaft.

12. The engine of claim 1 wherein a pair of variable volume chambers are formed between the power block housing and the combustion chamber member, said combustion chamber member separating said variable volume chambers and changing the volume in each said variable volume chamber alternately during its sliding motion relative to said power block housing, each variable volume chamber filling with an air mixture while increasing in volume and later expelling the air mixture external to the engine. 

1. An internal combustion engine having migratory combustion chambers comprising; a stationary power block housing, a combustion chamber member, a working piston, and a crankshaft; said working piston adapted to reciprocate inside and along a first axis relative to said combustion chamber member whereby two combustion chambers are formed with the working piston separating them; said combustion chamber member adapted to reciprocate inside and relative to said power block housing along a second axis substantially perpendicular to said first axis; bearing means rotatably joining said crankshaft and said working piston whereby said working piston is guided through a circular motion by the crankshaft; and whereby said combustion chambers simultaneously change volume and position.
 2. The engine of claim 1 further comprising counterbalancing means fixedly connected to said crankshaft and adapted to substantially neutralize any unbalanced condition caused by any of said working piston, said combustion chamber member and said crankshaft.
 3. The engine of claim 1 wherein a portion of said combustion chamber member is in constant sliding contact with a portion of said power block housing, and said working piston is in constant sliding contact with a portiOn of said combustion chamber member further comprising; a plurality of gas conducting ports in said power block housing, said working piston and combustion chamber member functioning as a slide valve to open and close said gas conducting ports.
 4. The engine of claim 3 wherein said portions which are in constant sliding contact are all plane surfaces.
 5. The engine of claim 1 wherein a pair of variable volume chambers are formed between the power block housing and the combustion chamber member, said combustion chamber member separating said variable volume chambers and changing the volume in each said variable volume chamber alternately during its sliding motion relative to said power block housing.
 6. The engine of claim 3 wherein a pair of variable volume chambers are formed between the power block housing and the combustion chamber member, said combustion chamber member separating said variable volume chambers and compressing each said chamber alternately during its sliding motion relative to said power block housing; and wherein one of said gas conducting ports allows communication between each combustion chamber and an adjacent variable volume chamber in a direction opposite to the direction of rotation of said crankshaft.
 7. The engine of claim 3 wherein a pair of variable volume chambers are formed between the power block housing and the combustion chamber member, said combustion chamber member separating said variable volume chambers and compressing each said chamber alternately during its sliding motion relative to said power block housing; and wherein each variable volume chamber fills with a fuel air mixture while increasing in volume and expels that fuel air mixture into a combustion chamber while decreasing in volume.
 8. The engine of claim 6 further comprising: means for providing a fuel air mixture; means for conveying said fuel air mixture to a location interior said working piston; slide valve means between said interior location and each of said variable volume chambers and operative alternately to supply said fuel air mixture to one of said variable volume chambers; said gas conducting ports operative subsequently to allow the fuel air mixture to flow from said variable volume chamber into the corresponding combustion chamber.
 9. The engine of claim 3 wherein a pair of variable volume chambers are formed between the power block housing and the combustion chamber member, said combustion chamber member separating said variable volume chambers and compressing each said chamber alternately during its sliding motion relative to said power block housing, further comprising at least one separation member attached to said combustion chamber member and functioning to divide at least one variable volume chamber into two variable volume subchambers, each of said variable volume subchambers changing volume during the reciprocatory motion of the combustion chamber member.
 10. The engine of claim 3 wherein a pair of variable volume chambers are formed between the power block housing and the combustion chamber member, said combustion chamber member separating said variable volume chambers and changing the volume in each said variable volume chamber alternately during its sliding motion relative to said power block housing; and wherein each variable volume chamber communicates with two adjacent combustion chambers by said gas conducting ports.
 11. The engine of claim 3 wherein a pair of variable volume chambers are formed between the power block housing and the combustion chamber member, said combustion chamber member separating said variable volume chambers and compressing each said chamber alternately during its sliding motion relative to said power block housing; and wherein each variable volume chamber fills with an air mixture while increasing in volume and expels the air mixture into a combustion chamber while decreasing in volume, one of said gas conducting ports allowing communication between each coMbustion chamber and an adjacent variable volume chamber in a direction opposite to the direction of rotation of said crankshaft.
 12. The engine of claim 1 wherein a pair of variable volume chambers are formed between the power block housing and the combustion chamber member, said combustion chamber member separating said variable volume chambers and changing the volume in each said variable volume chamber alternately during its sliding motion relative to said power block housing, each variable volume chamber filling with an air mixture while increasing in volume and later expelling the air mixture external to the engine. 